Ozone Roadster Handbuch
PILOT’SMANUAL
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ENGLISH
THANK YOU
Thank you for choosing to y an Ozone Roadster.
As a team of ying enthusiasts and adventurers, Ozone's mission is to build sweet
handling, agile paragliders which produce 'cutting edge' performance, whilst still
keeping you safe in rough air.
All our research and development is concentrated on creating the best handling
characteristics possible with optimum security. Condence and belief in your
paraglider is a far greater asset than any small gains in performance - ask any of
the Ozone pilots on your local sites, or those who have taken our gliders on ground-
breaking adventures and stood on podiums around the world.
Our development team is based in the south of France. This area, which includes the
sites of Gourdon, Monaco and Lachens, guarantees us more than 300 yable days per
year. This is a great asset in the development of the Ozone range.
As pilots we fully understand just how big an investment a new paraglider is. We know
that quality and value for money are essential considerations when choosing your new
paraglider; so to keep costs low and quality high we now build all our wings in our own
production plant. This way we can guarantee that all our paragliders meet the same
high standards that we expect ourselves.
This manual will help you get the most out of your Roadster. It details information
about the Roadster's design, tips and advice on how best to use it and how to care for
it to ensure it has a long life and retains a high resale value.
If you need any further information about Ozone, the Roadster, or any of our products
please check www.yozone.com or contact your local dealer, school or any of us here
at Ozone.
It is essential that you read this manual before ying your Roadster for the rst time.
Please ensure that this manual is passed on to the new owner if you ever resell this
paraglider.
Ozone's web site, www.yozone.com carries up-to-date information, including any
safety issues or issues specic to your Roadster. Please check it regularly.
Safe Flying
All the team @ Ozone
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WARNING
Paramotoring is a potentially dangerous sport that can cause serious injury including
bodily harm, paralysis and death.
Flying an Ozone paraglider is undertaken with the full knowledge that paramotoring
involves risks.
As the owner of an Ozone paraglider you take exclusive responsibility for all risks
associated with its use. Inappropriate use and or abuse of your equipment will
increase these risks.
Ozone paragliders are only suitable for qualied pilots or those under instruction.
This manual does not replace proper instruction. Make sure you seek professional
tuition and learn with a reputable school. All pilots should have the appropriate level of
license for their respective country and third party insurance.
Use only certied paragliders, harnesses with protector and reserve parachutes that
are free from modication, and use them only within their certied weight ranges.
Please remember that ying a glider outside its certied conguration may jeopardise
any insurance (e.g. liability, life etc) you have.
sMake sure that you are physically and mentally healthy before ying.
Choose the correct wing, harness and conditions for your level of experience.
Pay special attention to the terrain you will be ying and the weather conditions before
you launch. If you are unsure do not y, and always add a large safety margin to all
your decisions.
Avoid ying your glider in rain, snow, strong wind, and turbulent weather conditions or
clouds.
Any liability claims resulting from use of this product towards the manufacturer,
distributor or dealers is excluded.
Be prepared to practice as much as you can - especially ground handling, as this is a
critical aspect of paramotoring. Poor control whilst on the ground is one of the most
common cause of accidents.
Be ready to continue your learning by attending advanced courses to follow the
evolution of our sport, as techniques and materials keep improving.
Make sure you complete a thorough daily and pre-ight inspection of all of your
equipment. Never attempt ying with unsuitable or damaged equipment.
Always make sure your engine is pre ight checked and warmed up ready for ight.
(See manufacturer’s recommendations).
Always wear a helmet, ear defenders, gloves and boots.
If you use good, safe judgment you will enjoy many years of paramotoring.
Remember, PLEASURE is the reason for our sport
TEAM OZONE
Everyone at Ozone continues to be driven by our passion for ying, our love of
adventure and our quest to see Ozone's paraglider development create better, safer
and more versatile paragliders.
Paragliding design is led by the ever thoughtful David Dagault; Dav has a wealth of
experience both in competition, adventure ying and paraglider design. Also on the
design team are test pilots Jerome Canaud and Russell Ogden. Jerome is a true acro
spirit who has instructed paragliding for many years. Russell is a top competition pilot
and paragliding instructor - they can usually be found putting Dav's latest creation
through a series of tests and acro manoeuvres.
World, European and French Paramotoring champion Mathieu Rouanet has been
heavily involved with the test ying, offering valuable advice and feedback throughout
the development process to produce the perfect blend of safety, speed and
performance.
Back in the ofce Mike 'Da Boss' Cavanagh generally keeps control of the mayhem.
Promotion and Team pilots are organised by Matt Gerdes, our resident base jumping
expert. Manu Prissette looks after all our adverts, videos and communication, as well
as trying to keep the computers running. Karine Marconi makes sure we don't spend
too much money whilst if you phone us you are likely to hear the dulcet tones of Nicky
Watts.
Our manufacturing facility in Vietnam is headed up by Dr Dave Pilkington, who works
relentlessly manufacturing gliders and producing prototypes as well as researching
materials and manufacturing processes for our future products. He is backed up by
Ngan and 400 production staff.
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ENGLISH
YOUR ROADSTER
After two years of testing, countless prototypes, and hundreds of hours test ying, the
Roadster was born. Our aim was to produce a paramotor wing offering a large speed
range, Ozone handling, easy ination and a high resistance to collapse.
The Ozone Roadster features a customized Ozone Reex Prole (OZRP) that has
been tuned specically for powered ight. The OZRP gives the Roadster stability at
high speed and collapse resistance in turbulent air. This special airfoil design provides
constant lift in a wider range of angles of attack. When you apply speed-bar or y with
the glider accelerated at a lower angle of attack, the RP takes effect and provides
continuous lift and heightened stability.
Through carefully moderating the shape and amount of curve in the OZRP, we have
found a balance that provides increased lift at extreme angles of attack, while still
retaining excellent launch characteristics and stall resistance, two crucial aspects in
motor wings.
The Roadster was created for a wide range of intermediate paramotor pilots, ranging
from XC distance iers to ground skimmers and adventure pilots. It is a paramotor
specic glider, with characteristics similar to the Viper (World Champion competition
wing) but with an overall much higher ease of use. The Roadster is for paramotor pilots
who want a reassuring amount of stability and a good cruising speed. The Roadster's
OZRP Technology (Ozone Reex Prole) means that it is more stable in accelerated
ight than a normal free-ight wing.
Special attention was paid to the launching characteristics of the Roadster. The
ination is smooth and constant in any wind speed, and the wing comes up directly
overhead without shooting in high winds or lagging behind in no wind, all of which
means that your time will be spent enjoying your ight, not struggling with your launch.
The Roadster can also be own without a motor. Its sink rate is low enough to soar
in light lift, thermal in all conditions, and y cross country. Although it is designed for
pilots who y mainly (if not exclusively) under power, the Roadster performs excellently
un-powered as well.
Intermediate and Advanced pilots will appreciate the easy launches, stable ight,
‘Ozone’ handling and the high top speed of this wing, which is designed to allow you
to enjoy your ying without worrying about your wing.
Bag
The bag has been redesigned to be comfortable and useful (padded hip belt,
ergonomic and adjustable shoulder straps). It has a large volume that will allow you
to store all your kit, whilst still being comfortable for hiking. We've also added some
pockets on the side and on the top, handy for all those easily lost accessories.
Brake Lines
The brake line lengths have been set carefully during testing. We feel it is better to
have slightly long brake lines and to y with a wrap (one turn of line around the hand).
However, if you do choose to adjust them, please bear in mind the following:
• Ensure both main brake lines are of equal length.
• If a brake handle has been removed, check that its line is still routed through the
pulley when it is replaced.
• When the brake handles are released in ight, the brake lines should be slack. There
must be a substantial "bow" in them to guarantee no deformation of the trailing edge.
• There must be a minimum of 10cm of free play before the brakes begin to deform
the trailing edge. This prevents the trailing edge from being deformed when using the
speed system.
IMPORTANT: In the unlikely event of a brake line snapping in ight, or a handle
becoming detached, the glider can be own by gently pulling the rear risers
(D-risers) for directional control.
Risers
The Roadster has been designed with 4 rows of lines and risers. Each riser is covered
with coloured webbing, this allows them to be easily identied.
The A's are RED. You will notice that the A's are split in two parts. The small riser on
the back, holding only one line, is the "Baby A"; it has been designed to make applying
"Big Ears" simple.
The B's are BLUE
The C's and D’s are BLACK
There are two hang point positions; a lower one and higher one. Ozone recommends
using the lower hang point for free ight and low hang point motors and the upper one
for powered ight using a high-hang point motor harness (to help reduce the distance
to the brakes). Ensure both risers are connected to your harness correctly using the
same hang points.
Trimmers
The Roadster is supplied with a trim riser set as standard. The trims should be set at
the normal position (i.e trims pulled down so that all risers are the same length) for take
off and landing. The normal trim setting is ideal for climbing under power and whilst
thermalling. Brake pressure is lighter and the handling at its best on the slower speed
trim setting. During straight ight the trims can be released for an increased cruise
speed; perfect for maintaining height and speed. Using the trims affects the amount of
reex in the wing, by releasing the trims the reex is increased creating a faster, more
stable aerofoil. However in strong turbulence we recommend returning the trims to the
normal position (pulled down) and ying the glider actively.
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NOTE: The Roadster is only certied with the trimmers set in the slow position,
ying the glider in the untrimmed (fast) position is safe, but falls outside of the
certication.
Accelerator System
To set up an accelerator on the ground, ask a friend to pull your risers into their in-
ight position while you sit in your harness. Now adjust the length of the line so that
the main bar sits just beneath your seat. You should now be able to hook your heel in
to the secondary (lower) loop of the accelerator.
The accelerator must be slack enough to ensure that the front risers are not pulled
down in normal ight, but not so long that it is impossible to use the full range of the
speed system. Once set up, test the full range of the speed system in calm ying
conditions: ensure that both risers are pulled evenly during operation. Fine-tuning can
be completed when you are back on the ground.
IMPORTANT: Using the accelerator decreases the angle of attack and can
make the gliders recovery from a collapse more aggressive, therefore using the
accelerator near the ground or in turbulence should be avoided.
Harness and Motor
It will be in your harness that you will enjoy ying... Therefore, we recommend you
spend the time on the ground to adjust your harness' different settings. Hang from
a solid beam and double check that you are comfortable and that you can reach the
brake handles and speed bar before ying.
The Roadster is suitable for all types of motor. There are many different motor units
available and it is vitally important that you choose one that is suitable for your needs,
weight and skill level. Always seek assistance and advice from your instructor or
experienced pilots before choosing equipment for yourself.
Total weight in ight
Each Roadster has been certied for a dened weight range. We strongly recommend
that you respect these weight ranges and y the wing most suited to your weight. That
way you can get many hours of ight both powered and un-powered with the same
wing.
BASIC FLIGHT TECHNIQUES
To familiarise yourself with the glider it is a good idea to perform practice inations and
ground handling with and without the motor. You should have no difculties ying the
Roadster for the rst time in suitable conditions, but as with all new equipment; only y
in conditions that you would normally y in, on a familiar site and do so progressively.
Preparation
Lay out the Roadster downwind of your motor on its top surface in a pronounced arc,
with the centre of the wing higher than the tips. Lay out the lines one side at a time.
Hold up the risers and starting with the brake lines, pull all lines clear. Repeat with the
D, C, B and A lines, laying the checked lines on top of the previous set, and making
sure no lines are tangled, knotted or snagged. Mirror the process on the other side.
Remember: Always lay out your glider downwind of the motor, never leave the
motor downwind of the wing!
Take-off checklist:
1. Check reserve parachute - pin in and handle secure
2. Helmet on and fastened
3. All harness buckles closed - check leg-loops again
4. Karabiners and maillons tight
5. Holding the A's, your brake handles and throttle
6. Leading edge open
7. Aligned directly into wind
8. Engine warm and able to deliver full power
9. Trim set correctly
10. Prop clear of lines
11. Airspace and visibility clear
Launching
Your Roadster will launch with either the forward or reverse launch techniques. When
taking off under power, make sure there is enough clear space upwind of you to
launch and climb out safely, avoiding trees, power lines and any other obstacles that
may affect you should you have a power failure. Always y with a safety margin so
that power failures do not leave you compromised. You should always be able to glide
power off to a suitable landing place.
Whilst inating your wing, you should hold both of the A risers (main A and baby A) on
each side. Once clipped in, and you have gone through the take-off check list (above),
stand central to the wing to ensure an even and progressive ination.
Run in an upright position so that the motor is generating forward thrust, do not lean
too far forward otherwise the power of the motor will attempt to push you into the
ground! When you have enough airspeed a gentle application of brake will help you lift
off. Do not stop running until your feet have left the ground and you are sure of a safe
climb out.
Forward Launch - Nil to Light winds
When the wind is favourable, move forward positively: your lines should become tight
within one or two steps. The Roadster will immediately start to inate. You should
maintain a constant pressure on the risers until the wing is overhead.
Do not pull down or push the risers forward excessively, or the leading edge will
7
ENGLISH
deform and possibly collapse making taking-off more difcult and potentially
dangerous.
Move smoothly throughout the entire launch, there is no need to rush or snatch at it.
You should have plenty of time to look up and check your canopy before committing
yourself.
Once you are happy that the Roadster is inated correctly, progressively apply full
power and accelerate smoothly for the launch.
Reverse Launch -Light to Strong Winds
Lay out your Roadster as you would for the forward launch. However, this time face the
wing, and attach the risers in the correct manor (half a turn in each riser, and crossed
in the direction you want to turn). Now you can pull up the Roadster by its A-risers.
Once the wing is overhead, brake it gently, turn and launch.
In stronger winds, be prepared to take a few steps towards the glider as it inates. This
will take some of the energy out of the glider and it will be less likely to over-y you.
Once stable and above your head apply progressive power and accelerate smoothly
for a controlled take off.
IMPORTANT: Never attempt to take off with a glider that is not fully inated,
directly overhead or if you are not fully in control of the pitch/roll of the wing.
Practice ground handling and launching as much as possible! It is great fun, and
will give you a much better feel for your Roadsters ight characteristics. It will also
improve your overall enjoyment of ying by making your launches easier and safer.
The Climb Out
Once in the air you should continue ying into wind gain altitude. By using slow trim
and a small amount of brake you will achieve the best climb rate. Do not attempt to
climb too steeply, too quickly. The high angle of attack will make the glider more prone
to stall and in the event of an engine failure the pendulum effect may bring you to the
ground very hard. Do not initiate turns until you have sufcient height and airspeed.
Avoid low turns downwind with insufcient airspeed.
The Roadster is well damped in roll but under certain circumstances it is possible for
the pilot to induce oscillations. This is caused by a combination of the engine/propeller
torque and pilot weightshift and/or brake inputs. To stop oscillations it is best to
reduce the power slightly and ensure that you remain static with weightshift and brake
inputs. Once settled you can once again apply full power.
Under full power the torque effect will attempt to gently turn the wing, adjusting the
trims or using weightshift is the best method to correct this.
We have worked hard on tuning the wing so that it turns tightly but also efciently, as
the ability to climb in a turn is very important for powered and free ight, making the
climb out fun and thermalling easy.
Normal Flight
Once at a safe altitude you can release the trims for a faster cruise speed. The
Roadster will achieve very good straight line speed (i.e maintaining level ight) with
trims fully released and full speed bar applied.
For better penetration in headwinds and improved glide performance in sinking
air, crosswinds or headwinds, you should y faster than trim speed by using the
accelerator system. For maximum efciency whilst ying downwind, release the speed
bar and pull the trims to the slow position.
By pulling the trimmers to the slow position and applying the brakes approximately
30cm, the Roadster will achieve its minimum-sink rate; this is the speed for best climb
and is the speed to use for thermalling and ridge soaring.
Turning
To familiarize yourself with the Roadster your rst turns should be gradual and
progressive.
To make efcient and coordinated turns with the Roadster rst look in the direction
you want to go and check that the airspace is clear. Your rst input for directional
change should be weight-shift, followed by the smooth application of the brake until
the desired bank angle is achieved. To regulate the speed and radius of the turn,
coordinate your weight shift and use the outer brake.
IMPORTANT: Never initiate a turn at minimum speed (i.e. with full brakes on)
or under full power in a steep climb against the direction of tourqe as you may
risk entering a spin.
Active Flying
To minimize the likelihood of suffering collapses in turbulent conditions, it is essential
to use active ying.
All good pilots react to the feedback the gliders send them, and are constantly
adjusting their speed and pitch to match the movements of the air. The key elements
of active ying are pitch control and pressure control:
As the glider pitches in front of you, use the brakes to slow it down. Equally, as the
glider drops behind you, release the brakes to allow it to speed up.
Flying with a small amount of brake applied (approx. 20cm) will give you tension in the
brakes and feedback from the wing. In turbulent conditions the internal pressure of
the wing can change and you can feel this through the brakes. The aim is to maintain
a constant pressure through the brakes. If you feel a loss in pressure apply the brakes
until normal pressure is resumed then raise hands back to original position (this must
be done quickly).
Avoid ying with continuous deep amounts of brake in rough air as you could
inadvertently stall the wing. Always consider your airspeed.
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IMPORTANT: No pilot and no glider are immune to collapses however active
ying will virtually eliminate any tendency to collapse. When the conditions are
turbulent, be more active and anticipate the movements of your wing. Always
be aware of your altitude and do not over-react. We advice you to keep hold of
your brakes. Do not y in turbulent conditions.
Landing
The Roadster shows no unusual landing characteristics. We recommend the trimmers
be returned to the normal slow position for landings. You can land un-powered or
powered, here are some tips:
• Always set up your landing early, give yourself plenty of options and a safe margin
for error and make sure you are heading INTO wind.
• Once below 30 metres avoid turning tightly as the glider will have to dive to
accelerate back to normal ight.
• Allow the glider to y with speed for your nal descent until you are around 1 metre
above the ground. Apply the brakes slowly and progressively to slow the glider down
until the glider stalls and you are able to step onto the ground.
• It is safest to perform un-powered landings as this reduces the likelihood of propeller
damage caused by either falling over or allowing the lines to foul the prop. Turn off the
engine at around 30m and glide in like a normal paraglider.
• Powered landings offer the chance to power up and continue with the ight if you
misjudge your nal approach, but can be more expensive if you get it wrong!
• Choose the appropriate approach style in function of the landing area and the
conditions.
• In light winds you need a strong, long and progressive are to bleed off all your
excess ground speed. In strong winds your forward speed is already low so you
are aring only to soften the landing. A strong are may result in the glider climbing
upwards and backwards quickly, leaving you in a vulnerable position.
• In strong winds you need to turn towards the glider the second your feet touch the
ground. Once facing the wing pull smoothly and symmetrically down on the brakes to
stall the wing. If the glider pulls you, run toward it.
• If the wind is very strong, and you feel you might be dragged, stall the glider with the
C risers. This stalls the Roadster in a very quick and controllable way and will drag you
less than if you use the brakes.
Packing
• Spread the glider at on its top surface, then lay the lines on top. The risers should
be laid on the ground, at the centre of the glider, near the trailing edge.
• Take a wing tip and fold it in to the centre of the wing. Repeat this until the glider is
folded up and approx. 60 cm's wide.
• Do the same to the other side of the glider. Always make sure that the leading edge
is kept in one straight line, as it is important not to badly crease the reinforcing fabrics
in the leading edge.
• Don't fold the glider along the same lines every time; any type of folding reduces the
strength of the fabric over time.
• Push out any remaining air by attening the folded wing from the trailing edge to the
leading edge.
• Fold the glider so that the bundle is approximately the size and shape of the OZONE
rucksack. Never roll the wing up as this introduces unnecessary stresses into the
fabric.
• Always pack your Roadster as loosely as you can, as every fold weakens the cloth
on any paraglider.
• Finally, wrap the glider tie around the bundle and put it in the stuff sack.
• Packing your glider using the concertina method, keeping the Mylar reinforcements
at may prolong the life your glider.
ADVANCED FLIGHT TECHNIQUES
Rapid Descent Techniques
Ozone would like to remind you that these manoeuvres should be learnt under the
supervision of a qualied instructor and always used with caution. Never forget that
properly analysing the conditions before launch will help avoid the need to use these
techniques.
Big Ears
Folding in the wingtips of the Roadster increases its sink rate. This is useful for staying
out of cloud or descending quickly. To pull big ears on the Roadster take hold of the
outermost A-line (Baby A) on each side whilst keeping the brake handles in your hand.
Pull down the baby A risers until the tips of the wing fold under.
Do not use the brakes other than for re-ination. For directional control while using the
Big Ears, you should use weight shift steering. To reopen your big ears, release both
baby As at the same time. To help re-ination, brake gently one side at a time until tips
regain pressure. Avoid deep symmetric applications of the brake as this could induce
parachutal or full stalls. Do not attempt big ears with the engine under power, the
increased angle of attack can cause unexpected stalls.
IMPORTANT: You can land with the ears (you should release the ears before
nal are). Ozone does not advise you to do this when it is turbulent or windy
due to the risk of a possible stall and lack of precision in steering.
Big ears and accelerator
Once the big ears are in you can further increase the sink rate by pushing on the
accelerator bar.
NEVER try to pull the Big Ears in with the speed bar on already. This can lead
to a major asymmetric deation.
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